Safety block system for railroads.



B. PAY. V SAFETY'BLO OK SYSTEM FOR RAILROADS.

APPLICATION TILED T13R27. 1913.

Patented Sept 29, 1914.

a SHEETS-511321111.

WITNESSES:

ATTORNEY B. FAY. SAFETY BLOCK SYSTEM FOR RAILROADS. APPLICATION FILED rmmv, 1913.

1,1 12,204. Patented Sept. 29, 1914.

3 SHEETS-SHEET 2.

N l Q xx 1 1 x". ENQE if N INVENTOR' Ber/701 020 B. FAY. SAFETY BLOCK SYSTEM FOR RAILROADS.

APPLICATION FILED FEB. 27, 1913.

Patented Sept. 29, 1.9 !K

3 SHEETS-'SHEET 3.

" said mechanism so that another train attempting to enter the blockwill' either stoplid UNITED; STATES PATENT onmon.

HRNARD FAY, OF DANBURY, CONNECTICUT.

SAFETY BLOCK SYSTEM FOR RAILROADS.

Specification of Letters I'atent.

Application filed February 27, 1913. Serial No. 751,167

To all whom it may concern Be it known that I, BERNARD FAY, a citizen .of the United States, residing in the city of Danbury, county of Fairfield, State of Connecticut, have invented cert in' new and useful Improvements in Safety lock Systems for Railroads; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to thesubject of railway systems and the primary aim of the same is to provide simple, effective and auto matic means. for preventing two trains entering the sameblockv and thereby overcome the danger of collisions.

In carrying out the objects ofthe' invention generally stated above it is contemplated providing mechanism for each block that is actuated by the first train -to. enter the block to place an actuator in the path of movement of a following train so that in the event of the following trainentering' the block, the actuator will actuate the con-- trolling mechanism thereof and thereby either stop or decrease the speed of the following train.

In addition to the foregoing prominent feature of the invention, the mechanism also includes means adapted to be actuated by a train leavin a block to remove the actuator from the path of movement of a' train that is entering the block, so that saidjtrain freely enters the block, but immediately actuates or have its speed materially decreased;

In producing an im'entlon possessing the characteristics stated 1n the foregolng, it

will be.understood that the same is suscep'-.

tible to changesin details and structural arrangements, a few simple and practical embodiments of which are shown in the accompanying drawings, whercin-'- Figure 1 is a planwiewrof a portion of 'a railway system, divided into blocks, and

each block equipped with the improved train controlling mechanism. I Fig. 2 is {t -"frag:

mentary sideview of a motor provided with, means that cooperatewith the mechanism shown in Fig.1 to control the train. Fig-3 1S afragmentary plan view of the motor mechanism that; is 1 actuated by the track U mechanism to control the speed of, the motor. Fig. fisaplan view of two of the setting;

' shaft compartment. T i v fclifleol surface that. is in -the. .nath 1 of devices and a circuit closer, the one setting device being in position to close a-block and other being in position it assumed when the blockis closed. Fig. 5 is a verticalsectional view of a setting device before closing a block. Fig. Gisa view similar to Fig.5, the

Patented ept. 29, 1914. v

equipped with two boxes, or protecting casings E and F, that contain the ma or portions of setting devices and c1rcu1t closers, respectively. The caslngs E and]? may be disposed to one side of the rails, or in any other suitable or convenient locations.

-The casings E are duplicates as well as the mechanisms they carry, and said mechanisms include a rocker shaft 12 that extends transversely through and. projects well beyond the side of its casing E adjacent the rails, and adjacent its free end, theshaft carries a right angularly projecting bar 13 having a right angularly projecting end arm it. .At an intermediate point. shaft 12 carries aba'r 15 which may be similar to bar 13, but is disposed at right angles to said bar 13. Within the casing E, shaft 12 is provided with a laterally projecting locking arm 16,

that is in alinement with bar 13. A spring .17 connects arm 16 with. the 'rear end of easing E and tends to normally retain arm 16 in a vertical, upright position. To the rear of shaftoll, a rest lS is disposed in casing 3.in the path of movement of an abutment l9 projecting laterally from shaft 12,'- said rest and abutment limiting rearward rotary movement of shaft 12 and thereby servingto prevent arm 16 moving rear.- wardly beyond the perpendicular. Forward '105 "of shaft 12, casing E is provided with a par,- titiou 20 that provides achamber in which a magnetll is disposed. The 'partition 20 is',

provided'withjan opening 22through=fwhich a spring lateli..23 .-projlects' into the rocker e'lat'ch 23'haS.&1i iD forward movement of arm 16 and a lip beneath which said arm sna s after forcing the latch through the opening 22. Latch 23 normally holds arm 16 in a forwardly projecting position, as is shown in Fig. 6 of the accompanying drawings. A rest or abutment 24 disposed beneath latch 23 limits the downward movement of arm 16. The free end of latch 23 is in the form of an armature'25i felisppsed adjacent to and adapted to be katt ractefi by the magnet 21 when said magnet is energized to release the arm 16 so that spring 17 will restore said arm to its normalup'right position, as will be presently ceding description it will be explained.

The casings E as well as the mechanisms they inclose are duplicates, each comprising a rocker shaft 26 extending transversely through and projecting well beyond the casing, thefree outer end of shaft 26 being equipped with a bar 27 that may be similar to and is in longitudinal alinement with the bar 13 of shaft 12. Within casing F, shaft26 carries, a contact arm 28 that is insulated fromsaid shaft, said arm 28 being in alinement with bar 27. A spring 29 connecting arm 28 with the casing normallyretains shaft 25, in position to retain arm 28 and bar 27 in upright vertical positions. Circuit terminals 30 are disposed in the path of movement of arm 28 and have circuit connections 31 with the magnet 21. By this construction it will be seen that when the circuit is closedthrough arm '28, terminals 30, connections 31, and magnet 21, said magnet will be energized and will attract latch 23, thereby releasing arm 16.

The motor, which may be steam operated or any other type that is equipped with a controlling lever or the like, is equipped with a pendent cam 32 which is disposed in such position that it will engage the arm of bar 13 and thereby rock shaft 12 and cause arm 16 to be caught and held by latch 23, this movement of the shaft 12 bringing bar 15 to an upright position as is shown in Fig. 4 of'the drawings. I

The casing E is disposed adjacent the entrance to the block and the casing F adjacent the exit therefrom, and from the preclear that as a train enters the block, or before it enters said block, the shaft 12 is locked in position to retain arm 15 in an upright position. The bars 13 and 27 are in longitudinal alinement, as aforesaid, so that as the train leaves the block, cam 32 engages bar 27 and rotates shaft 26 toclose the circuit to magnet 21 and thereby causes the latch 23 to release arm 16. Forward of the cam 32, the motor hasa rocker. shaft 33 mounted thereon provided 7 with a crank 34 at its free end that hangs in position to engage the arm 15 when the latter is raised. In the present example of the utility of the invention, the same has been shown in connection with a locomotive equipped with the usual throttle lever 35 and the throttle locking pawl 36. The throttle and awl lie within a notch 37 formed in a slide liar 38 mounted in a guide 39 disposed within the cab. A lever 40 pivoted to the throttle lever has one end engaging the rear end wall of the notch 37, the other end ofsaid lever 40 hearing against the handle of pawl 36, the arrangement being such that when slide bar 38 is moved forwardly, lever 40 first releases pawl 36 by pressure applied, to the handle thereof, after which the continued movement of said bar, causes the throttle lever to move forwardly and stoa or e. he

decrease the speed of the locomotiv slide bar 38 projects beyond the cab and has actuate slide bar 38 and through said slide bar and the pawl-releasing lever 40, first releases the pawl and then causes the throttle lever 35 to act upon the engine.

The relative arrangement of the setting,

mechanism of the preferred form of the invention is shown in Figs. 1 and 2 of the accompanying drawings, and from said figures it willbe seen that before the train enters the block, cam 32 engages the actuator bar 13 and thereby rocks shaft 12 to a position where it is locked by latch 23 with bar 15 in an upright position, and said bar 15 remains in such position until released by magnet 21 when the circuit is closed by the saidcam actuating the circuit closer as the train leaves the block. With this arrangement in mind, it will be clear that should a second train attempt to enter the block while the first train is therein, said second train, through the bar 15 and the described throttle-operating mechanism,- would be stopped.

Variations of the invention may obviously be resorted to. For instance, as suggested in Fig. 8, two of the casings E and setting mechanisms may be included in one block so that in the event of'the locomotive accidentally passing one of the setting mechanisms, it will actuate the other.

In the example shown in Fig. 9 the throttle-actuating bar may be adjustable as to height, as indicated at 15 so that the slide bar 38 may be only actuated to a limited extent and thereby affect a partial closing of the throttle with a consequent reduction of the speed of the train.

In Figs. 10 and 11 variations of the cam 32 and the crank 34 are suggested. In the first example, the cam has been shown as being pivoted, as at 32, to permit the same to have a limited swinging movement; and in the second instance the crank, designated by the numeral 34 has been shown adjustnuance able. These two expedientsmay be resorted to as they permit the cam 32 to swing over the bar 13 and the crank 34 to be adjusted to clear the bar 15 sothat in the event of the train backing, the track mechanism will not be affected. I

Fig. 1 of the accompanying drawings gives a general idea of the best arrangement of track mechanisms relative to the blocks, and by referringthereto it will be seen that the circuit controller .for, for instance, block B controls the setting mechanism in block A, this arrangement being continued through out the entire system. It will therefore be understood that the setting mechanism in block A will be in position to decrease the speed of atrain until the preceding train has entered and actuated the circuit closer in block B. Therefore, the trains Will be kept in spaced relation by a distance corre sponding to approximately-one block.

From the foregoing description it will be seen that this invention is entirely automatic in its operation and that it overcomes the danger incidental to two trains occupying the same block.

What I claim as my invention is 1. A train controlling apparatus comprising a casing provided with a partitionforming a magnet chamber therein, said partition being provided with an opening, an armature in the magnet chamber and. having a latching lip pro ecting through the opening, a shaft journaled in the casing and having a projecting end portion, means carried by the projecting portion and actuated by -31 train for rotating the shaft, an arm carried by the shaft ithin the casing and adapted to be engaged by the latchinglip of the armature, a magnet in the chamber for releasingtha armature from the arm, means carried by the shaft for engaging a speed controller of atrain, and means actuated by a trainf6r energizing the magnet.

2. A train controlling apparatus comprising a casing provided with a partition formmg two compartments, said partition having an opening therein, a magnet in one compartment, a: spring armature mounted on the partition in the magnet compartment and provided with a'lip that normally projects thro ugh the opening in the partition, a shaft journaled in the other compartment and having a portion projecting beyond the casing, an arm carried by the shaft within the casmg, train actuated means earned by the projecting portion of the shaft for rototing the shaftto engage the arm with the lip of the armature, tram speed controlling means carried by the shaft and placed in the path of the train when the shaft is rotated to engage the arm and lip, means actuated by a train forencrgizmg the magnet to disengage the armature and the latching arm, and means for reversely rotating the shaft when the armature 1s disengaged from the-latching arm. j

In testimony whereof I affix my signature in presence of two witnesses. I

BERNARD FAY.

Witnesses: I

JOHN F. FAY, .Hnnn'r C. WILSON.

Copter; of this patent may be obtained for five cents each, hy add ressing the Commissioner of Patents,

Washington, D. 0. 

